Plug-in hybrid electric vehicle system

ABSTRACT

A plug-in hybrid electric vehicle system employs an improved integrated propulsion device, a drive system and battery management system that is operable to be used in the commercial vehicle business. The vehicle system is operable to provide optimal performance for particular fleet applications by taking into consideration driving patterns and load demands. The vehicle system also provides a drive for auxiliary equipment for work vehicles and driver selectable driving modes for when a vehicle encounters different driving demands.

CROSS-REFERENCE TO RELATED APPLICATIONS

This Application claims priority to U.S. Provisional Application Ser.No. 61/655,263 filed on Jun. 4, 2012, and U.S. Provisional ApplicationSer. No. 61/810,973 filed on Apr. 11, 2013.

FIELD OF TECHNOLOGY

A plug-in hybrid electric vehicle (PHEV) system is presented, and inparticular, improvements to a PHEV drive system, battery system,auxiliary system, and associated components of a PHEV.

BACKGROUND AND SUMMARY

Hybrid electric vehicles are used in the passenger car market and arecontinuing to expand in the marketplace globally with much success.However, use of hybrid electric vehicles in commercial fleets, such ascommercial trucks, vans, utility vehicles, is not well developed whichhas created opportunities for those interested in developing improvedsystems for such commercial applications. Also, in the commercial fleetvehicle market, plug-in hybrid electric vehicles are not well known asengineering barriers continue to exist which have prevented any scaledapplication of a PHEV into that market.

One of the problems with the use of PHEVs in the commercial truck marketis that fleet vehicles in different business settings require certainperformance requirements. For example, in the standard internalcombustion engine (ICE) commercial truck business, ICEs are utilized asthe primary engine plant for propelling a commercial vehicle for bothlong distance and short distance applications. In particular, a shortdistance application could be a UPS® truck, a FedEx® truck, a localdelivery truck, a utility vehicle, a U.S. postal office vehicle, or thelike. Many commercial vehicles will travel in a given day apredetermined route through the city or countryside. The driverroutinely knows her exact stops and the number of miles to be traveledeach day. Thus, in many of these commercial applications the companythat operates these fleet vehicles understands a preset driving patternwhich is predictable.

The use of an internal combustion engine in fleet operations is veryinefficient and costly, particularly in view of the increase in dieselfuel and gasoline prices. It would be desirable to provide a PHEV systemfor commercial fleet vehicle applications that utilizes an integratedpropulsion device including an internal combustion engine in combinationwith electric machines to satisfy peak vehicle load needs as well as toreduce energy consumption. Over a fixed battery capacity purely electricvehicle, this combination also extends the usable range for usevariations such as peak seasonalities or for emergency response.

It would also be desirable to provide a vocational use power take-offsystem that is powered by an integrated propulsion device. In thisinstance the integrated propulsion device can be an internal combustionengine that is combined with one or more electric movers. Theelectrically driven power take-off system that is powered by theintegrated propulsion device can be used for providing power toauxiliary equipment where it is desirable to have a vehicle that iscapable of not only traveling down the road, but also to be utilized asa work vehicle, such as a utility truck that requires an auxiliary powersupply to provide hydraulic pressure for various vocational equipment orelectrical power generation at a job site. Thus, the integratedpropulsion device operates not only to propel the vehicle, but also toprovide an auxiliary electrical or mechanical power source, on an asneeded basis.

BRIEF DESCRIPTION OF THE DRAWINGS

While the claims are not limited to a specific illustration, anappreciation of the various aspects is best gained through a discussionof various examples thereof. Referring now to the drawings, exemplaryillustrations are shown in detail. Although the drawings represent theillustrations, the drawings are not necessarily to scale and certainfeatures may be exaggerated to better illustrate and explain aninnovative aspect of an example. Further, the exemplary illustrationsdescribed herein are not intended to be exhaustive or otherwise limitingor restricted to the precise form and configuration shown in thedrawings and disclosed in the following detailed description. Exemplaryillustrations are described in detail by referring to the drawings asfollows:

FIG. 1 is a schematic view depicting a battery electric vehicle system;

FIG. 2 is a schematic diagram of a logic circuit for a battery electricvehicle system;

FIG. 3 is a schematic diagram of a logic circuit where a second mover isunder power for an electric vehicle system;

FIG. 4 is a schematic diagram of a logic circuit where the first moverand second mover are in a HEV mode;

FIG. 5 is a schematic diagram of a logic circuit where the third moveris providing power via a regenerative braking process;

FIG. 6 is a schematic diagram of a logic circuit where the first, secondand third movers are working in concert to export power;

FIG. 7 is a schematic diagram of a logic circuit where the third moveris providing power to a PTO and an associated accessory device; and

FIG. 8 is a schematic diagram of a logic circuit where an extended timeelectric power take off mode is desired for situations where additionalPTO functionality is needed.

DETAILED DESCRIPTION

Exemplary illustrations of a plug-in hybrid electric vehicle system andmethod of operation are described herein and are shown in the attacheddrawings. One such exemplary embodiment includes an integratedpropulsion transmission unit whereby a plurality of prime movers ishoused in a single case with matched single or multi-speed gearreductions and clutches. A supervisory control system and commandedpower electronics can be provided which enable various modes, bothstationary and mobile. Functions of the vehicle include mobility of thesystem for passenger(s), cargo and equipment as well as stationary(typically job site) work.

Another exemplary embodiment includes a driver or supervisory-selectabledrive mode for use in connection with a PHEV. A selectable drive mode isa control methodology which enables customization of the overall vehiclebehavior to maximize use of stored energy while driving or performingwork tasks. This methodology allows a fleet operator to best tailor thevehicle to their specific needs.

Another exemplary embodiment includes a dual exportable power generationsystem wherein an integrated propulsion unit has the potential to employtwo electric machines as generators, expecting to exceed the generationcapacity of most single-device generators. Here the integratedpropulsion device will work in concert when needed for peak drivingloads, as well as being coupled for adding power generation when thevehicle is stationery so as to provide auxiliary electrical ormechanical power for driving accessories.

A hybrid electric vehicle system is shown in FIGS. 1-8. FIGS. 1 and 2depict a hybrid electric vehicle system 10 which includes a vehicle 11and a first prime mover 14 such as but not limited to a diesel, gasolineor natural gas powered internal combustion engine. The system 10 furtherincludes an integrated propulsion transmission unit 12 incorporating asecond prime mover 16, a third prime mover 18, a power split device 22incorporating a locking clutch 46, gear reductions 26, and clutches 20,24 and 25 (see FIG. 8). Also included in system 10 is a hybridsupervisory control 32, power electronics 34, an export powerconditioner 36 and an on-vehicle energy source 38, which could be abattery pack. An interface to a stationary continuous energy source 30is provided with a coupling 52, an interlock mechanism 40, and a powertake-off (“PTO”) 42 connected to a vehicle accessory 44 such ashydraulic pump for specialty tools and equipment. Hybrid supervisorycontrol 32 and power electronics 34 are shown integrated in anelectronics housing 50. It will be appreciated that the control 32 andpower electronics 34 may be housed in separate locations on the vehicle11.

All of the features of the exemplary embodiments that are shown in FIGS.1-8 are not required on any given vehicle system as some specialtyenabled functions of the embodiments are considered optional for anygiven vehicle customer. For example, if the primary purpose of hybridelectric vehicle system 10 is for job-site powering of a hydraulicdevice through the PTO such as an aerial lift, the specialty function ofexport electrical power may not be enabled or equipped in suchapplication of the embodiment. Likewise, the interface to a stationarycontinuous energy source 30 may not be needed or appreciated by thisPTO-focused usage of the vehicle system. Thus, the system 10 is flexibleand may be configured based upon job-site demands.

In one exemplary embodiment, the first prime mover 14 may be powered byvarious other on-vehicle or off-vehicle energy sources such as liquidfuel tanks, gaseous fuel pressure tanks or hydraulic pressureaccumulators. The on-vehicle energy source 38 can be highly interactivein the hybrid electric vehicle system 10 as the primary source of energyfor second prime mover 16 and third prime mover 18, and the recipient ofenergy generated in a hybrid electric vehicle driving mode or throughregenerative braking. On-vehicle energy source 38 may also be partiallyor fully charged from power from the electrical grid or other remoteenergy generating device such as but not limited to a solar panel orarray. Such “plug-in” power would typically be transferred to on-vehicleenergy source 38 through a physical connection or a wireless chargingsystem. This on-vehicle energy source 38 may consist of one or moresub-components such as a battery cell, modules, bank of batteries,ultra-capacitors or similar and may include its own control andmonitoring system such as a battery management system (BMS).

Second prime mover 16 and third prime mover 18 are typically but notlimited to electric machines able to function as both a motor(torque-generating) and as a driven generator (producing electricalpower). These may be permanent magnet three-phase AC motors or inductionmotors commonly specified as generators or traction motors forautomotive use. An exemplary embodiment may have second prime mover 16and third prime mover 18 with a similar or identical peak torque outputin the 300 Newton-meter range and a continuous power rating in the 80kilowatt range with a nominal operating voltage of 320 volts. Otherembodiments may have significantly different ratings between secondprime mover 16 and third prime mover 18 or be of alternate constructionsor device types. When commonly enclosed in integrated propulsiontransmission unit 12, individual environmental enclosures of the primemovers may be deleted and more efficient packaging and direct cooling ofcomponents such as motor windings is enabled from common coolingsystems. Integrated propulsion transmission unit 12 may include areservoir of cooling and hydraulic fluid such as but not limited toautomatic transmission fluid. This fluid may also be the primarylubrication and cooling medium for second prime mover 16 and third primemover 18.

A stationary continuous energy source 30 is off-vehicle with a coupling52 connecting it to the vehicle 11 and a means of signaling hybridsupervisory control 32 of its status and physical connection throughinterlock 40. Beyond the presence of the physical connection, thissingular or bi-directional signaling may provide other status of theenergy source 30 to the hybrid electric vehicle system 10 or from hybridelectric vehicle system 10 to the stationary continuous energy source30. Interlock 40 may be integrated with coupling 52 where a commonconnecting or disconnecting operation to vehicle 11 enables both energytransfer or cutoff and status signal connection or cutoff such as butnot limited to a single handle or connector to a receptacle withelectrical, gaseous or liquid connection points. Interlock 40 may alsobe a separate sensing device to detect the presence of a physicalconnection between vehicle 11 and stationary continuous energy source 30through coupling 52.

On-board vehicle fuel capacity is often limited to a fuel tank. Toovercome fuel limitations, a stationary continuous energy source 30could be provided as another form of electrical or mechanical energysuch as, but not limited to, high voltage DC, pressurized hydraulicfluid, pressurized air or hydrogen able to power a first prime mover 14to enable power input to integrated propulsion transmission unit 12.

The hybrid supervisory control 32 provides the highest level control ofsystem 10. The hybrid supervisory control 32 includes a microprocessormodule of automotive grade and containing internal circuit boards, acentral processing unit (CPU), memory and input/output functionalitythrough multi-pin connectors. The hybrid supervisory control 32 includesa housing with mounting features, environmental sealing and coolingfeatures appropriate for its local placement within vehicle 11. Thoseskilled in art will recognize the interface requirements typical of avehicle supervisory control module. The hybrid supervisory control 32and power electronics 34 may be collectively contained withinelectronics housing 50.

Hybrid supervisory control 32 will communicate to other subsystemcontrollers within system 10 or in the base vehicle 11. Thecommunication of intended engine start and set points to an enginecontrol unit as integral to the first prime mover 14 subsystem. Suchcommunication may be through a communication network such as but notlimited to a Controller Area Network (CAN) bus.

Specific vehicle modes are selected by hybrid supervisory control 32 andexecuted directly or through other control units or microprocessors notspecifically shown in FIGS. 1-8. Inputs to hybrid supervisory control 32may include vehicle switches to select control preferences orpre-defined preferences selected to best match vehicle control to agiven intended use or duty cycle. Hybrid supervisory control 32 may alsomake dynamic revisions to control parameters or set points based onhistorical use or trends incorporating a “learning” algorithm. It mayfurther receive settings or parameters transmitted to the hybridelectric vehicle system 10 and originating in remote systems such asthose used for route planning and fleet optimization. This remoteconnection is illustrated in FIG. 2 between fleet control center 60 andhybrid supervisory control 32. The system 10 may also transmit variousdata regarding status and history to remote fleet control center 60 fortracking, status, or control optimization or similar use.

Export power conditioner 36 may be functionally and physicallyintegrated in other system elements such as power electronics 34. TheFIG. 1 embodiment shows export power conditioner 36 physicallysegregated from power electronics 34. The purpose of export powerconditioner 36 is to interface system 10 to an external power load suchas a power grid distribution area (not shown). In supplying “utilitygrade” export power various conditioning may be required depending onthe stand-alone nature or specification of the network, installation,facility or devices being supplied with the power. An export power levelby the present system 10 could be over 100 kilowatts.

The export power conditioner 36 may access the hybrid electric vehiclesystem 10 in a different manner such as directly onto a high voltageelectrical bus rather than through a power electronic module. Withcontinued reference to FIG. 1, export power conditioner 36 includes anoperator interface with gauges, status indicators, switches andconnections or other features appropriate to supplying utility gradepower to external loads such as, but not limited to, power distributionlines to residences, commercial facilities, remote operations andtemporary job-site equipment and power tools. Cables 56 convey exportpower from system 10 and optionally convey signals to and from system10. Signals may include, but are not limited to, commands to start orstop the power export from system 10 or communicating a desired setpoint or conditioning parameters or status of the exported power.Parameters such as voltage ranges, frequencies, transient voltagefiltering, current limits and similar may be preset or provideddynamically to export power conditioner 36 from the external load viasignals through cables 56 or from hybrid supervisory control 32 viacommunications internal to system 10.

Internal to the integrated propulsion transmission unit 12 the exemplaryembodiment includes an input power split 22 mechanism as a planetarygear set. The split 22 integrates first prime mover 14, second primemover 16 and third prime mover 18. The first prime mover 14 is connectedto the carrier, second prime mover 16 to the sun gear and third primemover 18 to the ring gear of the planetary gear set. Lock 46 is aninternal clutch that connects a sun gear to a carrier selectivelycreating a 1:1 ratio of the power split 22 planetary gear. Without thelock 46 engaged an effective ratio from ring gear to sun gear may be inthe range of 1.5:1 but will be tuned for a specific embodiment based onnumerous performance and vehicle parameters.

Also internal to the integrated propulsion transmission unit 12 in theexemplary embodiment is clutch 20 allowing the decoupling of first primemover 14 while hybrid electric vehicle system 10 functions in anall-electric mobile or stationary mode. Clutch 20 will be engaged toallow first prime mover 14 to transfer power and torque to power split22 and for integrated propulsion unit 12 to function as an electricstarter for first prime mover 14. Also included in integrated propulsionunit 12 is clutch 24 serving to disconnect the vehicle driveline fromthe power split 22 and thus from the first prime mover 14, the secondprime mover 16 and third prime mover 18. Such disconnection allowsjob-site functions to be enabled while the system 10 is stationary andnot transmitting power and torque to the vehicle driveline. Clutch 24must be engaged for driving the vehicle 11 in forward or reversedirections and for capturing energy through regenerative braking.

The integrated propulsion unit 12 further includes a clutch 25 that willoptionally enable third prime mover to disengage from power split 22.See FIG. 8. This disengagement may be used to independently drive powertake off 42 at one rotational speed set point while first prime mover 14and second prime mover 16 are efficiently generating power at adifferent operating speed set point. In an embodiment for primaryelectric propulsion using third prime mover, clutch 25 would also allowon-demand power generation using first prime mover 14 and second primemover 16 for efficiently recharging on-vehicle energy source 38, ineffect creating a series hybrid configuration and unique operating mode.

Clutches 20, 24 and 25 may be of a multi-layer wet clutch type common tointernal application in motor vehicle automatic transmissions andengaged and released through control of hydraulic pressure. In the caseof clutch 20, a special launch clutch may be selected to enable initialmovement of vehicle 11 from a stop without requiring the assist ofsecond prime mover 16 or third prime mover 18. This capability may beselected to provide a special mechanical redundancy enabled by anembodiment that select users may desire as “backup” to an otherwiseelectrically-biased system 10. This mechanical redundancy allows thevehicle 11 to maintain some mobility functions in the event of specificcomponent failures.

Internal to the integrated propulsion transmission unit 12 are gearreductions 26. The gear reductions 26 may consist of single ormultispeed ratios to extend the driving speed range of hybrid electricvehicle system 10 and act in conjunction with a vehicle final driveratio and the power split 22 ratio for torque multiplication to createspecific levels of vehicle performance. Gear reductions 26 may furtherinclude shifting capabilities of a pure mechanical,mechanical-electrical or hydraulic nature and corresponding controls.Gear reductions 26 may also include a locking mechanism to mechanicallyor otherwise prohibit rotation of its output to provide a “Park”functionality as is common in automatic transmissions. In oneembodiment, the gear reduction 26 is internal to the integratedpropulsion transmission unit 12. However, the functionality of gearreduction 26 could be modular and directly attached to output ofintegrated propulsion transmission unit 12 or be placed in serieselsewhere in the vehicle driveline. Those skilled in prior art wouldrecognize this potentially (but not exclusively) as functionality commonto single or multispeed transfer cases.

To further illustrate the functions and modes of hybrid electric vehiclesystem 10, a commercial truck chassis such as illustrated in FIG. 1could be retrofitted with key system elements including integratedpropulsion transmission unit 12 replacing its standard transmission.Also shown installed is power electronics 34 and hybrid supervisorycontrol 32 integrated in electronic housing 50. Also shown is on-vehicleenergy source 38, export power conditioner 36 and connected cables 56.First prime mover 14 is depicted as a gasoline internal combustionengine such as a V10 configuration in a Ford F550 cab-chassis truck. Thepower take-off 42 is shown, for example, mounted to the side of theintegrated propulsion transmission unit 12 with accessory 44 hydraulicpump also attached to the power take off 42. Specialty equipment such asan aerial bucket lift that would receive hydraulic power from accessory44 hydraulic pump is not depicted in the illustration. Second primemover 16 and third prime mover 18 are illustrated through the cutawaysection of integrated propulsion unit 12. Also internal to integratedpropulsion unit 12 are gear reductions 26. The coupling 52 is aninterface point to vehicle 11 and is operable to receive energy fromenergy source 30.

The exemplary embodiment contemplates the integrated nature ofintegrated propulsion transmission unit 12. Other systems createmultiple add-on systems to existing vehicle drivelines creating thedisadvantages of requiring more package space, more mountingrequirements and more interfaces. In a vehicle underbody, package spaceis often at a premium and vulnerability of devices and interfaces todamage from on or off-road debris such as rocks, dust and mud andenvironmental conditions such as rain, snow and ice reduces reliability.Still other prior art creates hybrid propulsion systems from a secondprime mover such as a motor-generator mated with an existing automaticor auto-shifting manual multi-speed transmission.

The system 10 optimizes underbody package space, has typically fewerinterfaces, less vulnerability to debris and environment and enablessmaller prime mover devices and fewer gear reductions based on physicalconnections and flexibility of controls. Other systems further drivemode changes to optimize highway use of an internal combustion engine orrestrict all-electric operation to relatively slow speeds, for exampleunder 25 miles per hour. The exemplary embodiments herein emphasize fullmobility of the hybrid electric vehicle system 10 including all-electricdrive at highway speeds as well as enhanced stationary functions such as“utility grade” export power through export power conditioner 36 andidle-reduced electric-driven PTO through power take off 42. The abilityfor first prime mover 14 to drive second prime mover 16 and third primemover 18 as dual generators with the optional flexibility of thestationary continuous energy source 30 creates a new capability forutility grade export power.

A power take off 42 is physically mounted to integrated propulsiontransmission unit 12 as would be common with conventional vehiclecommercial truck drivelines. Those skilled in art will be familiar withstandard interface configurations such as SAE 6-bolt pattern and gearingthat transfers rotational power from inside a transmission to a PTOdevice. An accessory is then directly or remotely mounted to the PTO touse this power for auxiliary functions. The power take off 42 device isoften not provided with the base vehicle but its mounting and connectionare conveniently enabled. An internal helical or spur gear could becoupled with third prime mover 18 as the point of engagement (gear mesh)with power take off 42. A number of candidate industry standard powertake off 42 devices may be chosen to be meshed with this internaldriving gear through a standard size access window in the outer case ofintegrated propulsion transmission unit 12 and secured with bolts intopre-threaded holes of a standard size and configuration.

If job-site demands for PTO exceed the capacity of the on-vehicle energysource the first prime mover 14 can drive second prime mover 16 togenerate additional power at an optimized rate and store this energy inon-vehicle energy source 38, independent of the operation and desiredspeed of the power take off 42. This “extended time” power take-off modeis the basis of the system flow depicted in FIG. 8 and further detailedbelow. With a higher horsepower demand to support accessory 44 than whatthird prime mover 18 may be capable of producing singularly, secondprime mover and third prime mover are locked and jointly commanded toprovide torque through power take off 42.

To describe the operation of hybrid electric vehicle system 10 it isimportant to segregate various operating modes depending on the intendedusage at any given time. In general, hybrid electric vehicle system 10provides an electric drive option that is enabled by an on-vehicleenergy source 38 that stores energy from an extended connection to theelectric power grid (a “plug-in” hybrid electric vehicle architecture).An extended mobility range is provided by on-board power generationusing first prime mover 14 as the range extending power source. Anothersource of energy is that provided by regenerative braking as depicted inFIG. 5 and described in more detail below. The embodiments herein addsignificant functionality in stationary modes typically for workpurposes or for temporary or emergency power needs. Where current artenables some or limited versions of these capabilities, the presentinvention serves to optimize a core vehicle drive system to integrateadded functionality. Such integration saves package space, lowerscomponent costs and improves reliability.

Typical to pure mobility functions of hybrid electric vehicles, twoprimary architectures have become well known as prior art. They areseries hybrid architecture and parallel hybrid architecture. In a serieshybrid system, there is no mechanical connection between a prime mover(typically an internal combustion engine) and the vehicle driveline. Asecond prime mover (typically a traction motor) provides all torque forvehicle motion either directly to the driveline or through atransmission or gear reduction. The energy may come from an on-vehicleenergy storage device such as a battery previously charged or in acharge depleted state from a generator driven by a prime mover.

In a parallel hybrid configuration, a prime mover and second prime moverare typically in a co-axial arrangement to contribute selectively ortogether in providing torque to the driveline, most often through atransmission. Other variations have emerged for a second prime mover toadd torque through other connections (such as “back-driving” through aPTO opening in a transmission) or in a post-transmission modular“bolt-on” arrangement. Most of the known prior art parallel systemspreclude the ability for the vehicle to be driven solely with electricpower at highway speeds. In these arrangements, the electrical energy isthus a supplement or efficiency enhancement to the baseline driveconfiguration such as a diesel engine and heavy duty multi-speedtransmission.

The integration of the second prime mover 16 and third prime mover 18into an integrated propulsion transmission unit 12 enables thehigh-speed all electric drive (not common with prior art parallelconfigurations) without over-sizing a single traction motor device forpeak load demands (a disadvantage of the series configuration). Further,it allows for efficient added stationary job-site functions withoutduplicate systems and allows the first prime mover 14, second primemover 16 and third prime mover 18 all to provide torque to the systemfor peak demand without individually being oversized. This advantagewill allow some vehicle uses to avoid the added expense and emissionsconcerns of a diesel driveline that may be otherwise purchased toaccommodate a peak load need. Another reason often cited for anexpensive diesel purchase choice is the extended idling some usesrequire to drive power take off (PTO) systems. The system 10 enables useof the integrated propulsion transmission unit 12 to drive power takeoff 42 and accessories 44 electrically as depicted in FIG. 7, avoidingsignificant idling, thus saving fuel and lowering gaseous and noiseemissions.

Electric Vehicle (EV) modes 1 and 2 are shown in FIG. 3 where the firstprime mover 14 is completely decoupled from the system via disengagingclutch 20. As those familiar with the prior art know, a driver's intentfor aggressiveness of acceleration is typically determined from anaccelerator pedal position sensor. Such data typically obtained througha vehicle communication bus and would be interpreted by hybridsupervisory control 32. EV mode 1 would employ a single motor, in thisexemplary embodiment that being second prime mover 16. The currentvehicle mobility state such as “at rest,” at “low speed” or at “highspeed” in combination with the driver intent determines the suitabilityof mode 1 and the amount of power directed to second prime mover 16.While in EV mode 1 this exemplary embodiment shows hybrid supervisorycontrol 32 commanding power electronics 34 to power second prime mover16 with energy stored in on-vehicle energy source 38. The lock 46 isengaged resulting in a 1:1 ratio in the power split 22 and passingtorque through clutch 24 to gear reductions 26. The choice and shiftcontrol of the gear reduction 26 would be further coordinated andcommanded by hybrid supervisory control 32. In one exemplary embodiment,an EV mode 1 would be the primary means of providing a reverse functionwith the second or third prime mover operated in a reverse direction.

EV mode 2 is similar with additional energy supplied from powerelectronics 34 to third prime mover 18 then to power split 22 asindicated in FIG. 3 by the dashed arrows. With lock 46 engaged, secondprime mover 16 and third prime mover 18 are effectively locked togetherand their combined torque generation as commanded by hybrid supervisorycontrol 32 is intended to satisfy driver's acceleration intent. Ifconditions are present and sensed by hybrid supervisory control 32whereby EV mode 2 cannot provide satisfactory power, then starting andengagement of first prime mover 14 may be commanded.

Under an exemplary embodiment, EV modes 1 and 2 are the initial“default” modes to enable all-electric mobility and consume storedenergy from on-vehicle energy source 38 prior to using first prime mover14 and its associated fuel supply, typically stored in an on-board fueltank. The economics of minimizing operating costs would typicallydictate the first use of stored electrical energy obtained from aplug-in grid interface prior to consuming more expensive stored fuel (onan equalized energy content basis) such as gasoline or diesel fuels. Anexception to this general approach would be made (and control systemshould support) with a different priority of use for the stored energyin on-vehicle energy source 38. For example, if extensive job-site workusing PTO is anticipated and would otherwise require extensive idlingand associated fuel consumption and emissions the energy stored inon-vehicle energy source 38 may be preserved through a forced bias toHEV or Range Extender modes as depicted in FIG. 4 and described indetail below. Under this control strategy, the stored electrical energyin on-vehicle energy source 38 is preserved for job-site use. Anotherexample biasing HEV or Range Extender modes may be to intentionallyrecharge the on-vehicle energy source 38 while driving such as when thevehicle may not be anticipated to have access to a charging station atits next storage location or domicile.

In contrast to EV modes 1 or 2, an HEV mode as depicted in FIG. 4, isinitiated by starting the first prime mover 14 through engagement ofclutch 20 and powering and subsequent rotation of second prime mover 16by power electronics 34. Hybrid supervisory control 32 initiates thissequence and also commands the start of first prime mover 14 through itsrespective controls such as to initiate spark and fuel injection. Thesecontrols may or may not be integrated with hybrid supervisory control32. Once started, first prime mover 14 provides torque through clutch 20to power split 22. Second prime mover 16 and third prime mover 18 arealso engaged with power split 22 providing supplemental torque orgenerating power depending on operating state of hybrid electric vehiclesystem 10 and driver command and status of on-vehicle energy source 38such as battery state-of-charge. In this exemplary embodiment, secondprime mover 16 through its planetary gear attachment assists in keepingfirst prime mover 14 in its rotational speed range of highestefficiency. Lock 46 is disengaged allowing normal gear reduction of theplanetary gear within power split 22. Output of power split 22 is indirect connection with third prime mover 18 and coupled to gearreductions 26 through engaged clutch 24. There is no relative rotationalspeed difference between the output of power split 22 where third primemover 18 is attached and the input to the gear reductions 26. The choiceand shift control of the gear reduction 26 would be further coordinatedand commanded by hybrid supervisory control 32.

In another embodiment, a range extender mode is mechanized and isdepicted in FIG. 4. This mode however would decouple the third primemover 18 completely from power split 22 by way of clutch 25 internal tointegrated propulsion transmission unit 12. By engaging lock 46 andcoupling first prime mover 14 with second prime mover 16 an effectivegenerator set is created similar to series hybrid systems where theoutput electrical power is provided through power electronics 34 tothird prime mover 18. Any excess power generated beyond that needed bythird prime mover 18 for vehicle mobility will contribute to chargingon-vehicle energy source 38.

Clutch 25 further enables extended time power take off mode operation asdepicted in FIG. 8 and described in detail below. As stated earlier, itis desired for the independent operation of power take off 42 to adesired speed set point dictated by accessory 44 needs. This arrangementenables this independence regardless of first prime mover 14 and secondprime mover 16 commanded (and coupled) speeds for greatest powergenerating efficiency.

Regenerative braking of a hybrid electric vehicle is achieved whenenergy is at least partially absorbed in an electric machine acting as agenerator. In an embodiment depicted in FIG. 5 the regenerative brakingmode is enabled through the mechanical links between the vehicledriveline and gear reductions 26 through clutch 24 and driving thirdprime mover 18 directly. In this mode, third prime mover 18 acts as agenerator providing power through power electronics 34 and into theon-vehicle energy source 38. In the case that on-vehicle energy source38 is at full capacity and otherwise cannot accept additional energy,hybrid supervisory control 32 will command power electronics 34 to notgenerate additional power and selectively allow first prime mover 14 tobe engaged through clutch 20 and provide engine braking alone or incombination with the vehicle's base (typically hydraulic) brakingsystem. In any case, the vehicle's base brakes are considered theprimary safety braking system. By capturing energy otherwise lost in theform of heat through friction material, regenerative braking serves tofurther improve the efficiency of hybrid electric vehicle system 10.

Referring to FIG. 6, export power mode of an exemplary embodimentengages first prime mover 14 as singular source of torque to drivesecond prime mover 16 and optionally third prime mover 18 depending onthe level of power output required. This dual generator capacity ofintegrated propulsion transmission unit 12 is a preferred embodiment ofpresent invention and enables higher levels of power generation thanknown prior art of a hybrid electric vehicle architecture. Torque fromfirst prime mover 14 is passed through engaged clutch 20 to power split22. With lock 46 engaged, power split 22 creates a 1:1 ratio effectivelycoupling second prime mover 16 and third prime mover 18 together andgenerating AC power. Power electronics 34 channels this energy to exportpower conditioner 36 for export to external loads and selectively toon-vehicle energy source 38 for charging depending on its present stateas typically known to hybrid supervisory control 32.

With continued reference to FIG. 6, stationary continuous energy source30 may be present and provide continuous “fueling” of first prime mover14. In this way an extended duty of power generation can be enabledwithout requiring frequent servicing of the system to provide additionalon-vehicle stored fuel. Interlock 40 is provided as an error-proof andsafety feature to avoid accidental movement of hybrid electric vehiclesystem 10 while physically connected to a stationary fuel source.Signals from stationary continuous energy source 30 through interlock 40and into hybrid supervisory control 32 may provide bi-directional statusdata in addition to confirming presence of a physical connection.Stationary continuous energy source connections such as natural gaslines are commonplace for permanently installed backup generator units,for example at residential homes. The present disclosure embodies thisfeature in a vehicle system 10 having significant job-site and mobilepower generation applications.

Referring to FIG. 7, a power take off 42 is physically mounted to theside of integrated propulsion transmission unit 12 and further enablesmounting of an accessory 44 such as a hydraulic pump. Power take offsand corresponding accessory units are commonplace in commercial trucksto drive specialty equipment such as aerial lifts and dump bodies.Electric power take off (ePTO) mode is enabled with first prime mover 14turned off and disengaged via clutch 20. Third prime mover 18 and secondprime mover 16 are coupled together via lock 46. Hybrid supervisorycontrol 32 commands the mode typically in response to a signal from theauxiliary equipment controls and once determined that hybrid electricvehicle system 10 is not intending to move by command of a driver. Powerelectronics 34 are commanded to drive third prime mover 18 using storedenergy from on-vehicle energy source 38. Providing energy to secondprime mover 16 for additional output horsepower is optional.

Referring to FIG. 8, a system 10 having an extended time electric powertake off (ePTO) mode is depicted. This mode is selected when on-vehicleenergy source 38 is depleted and additional PTO functionality isrequired for an extended time. The first prime mover 14 is now startedthrough command of hybrid supervisory control 32 engaging of clutch 20and “starter” rotation of second prime mover 16. The embodiment in FIG.8 shows third prime mover 18 decoupled from power split 22 via clutch 25between third prime mover 18 and power split 22 as previously described.In this way, third prime mover 18 can be commanded to a set point speedoptimal for supplying rotating power to the accessory 44. Separately,first prime mover 14 and second prime mover 16 can couple as a generatorset and operate at a high efficiency point for first prime mover 14. Thecorresponding electrical power generated by second prime mover 16 isthen provided to power electronics 34 for distribution to third primemover 18 and on-vehicle energy source 38 for storage (charging). In analternate embodiment, power take off 42 would be driven by the powersplit 22 system where first prime mover 14, second prime mover 16 andthird prime mover 18 are all locked to a common rotational speed andproviding this speed to power take off 42.

To determine the optimal real time system mode the system 10 employsseveral inputs that are used by the hybrid supervisory control 32. In anexemplary embodiment an operator mode preference selector is provided tothe operator of system 10. With knowledge of the intended duty of system10 for a particular period such as a work day the operator canintelligently bias the operator mode to make most efficient or otherwisepreferred use of energy stored in on-vehicle energy source 38. Inaddition, a specific duty of the system 10 for carrying heavier cargo,performing tasks such as towing a trailer or an intended geographicroute with more hills or extended grades may dictate a preferred bias ofsystem 10 toward performance over economy on a temporary basis. Anoperator mode is considered by hybrid supervisory control 32 as apreference for selecting the specific vehicle mode such as EV 1 or HEVas described above.

Examples of preferred operator modes are “performance,” “retain energy,”and “maximum economy” modes. This is not exhaustive and otherembodiments could create other selections and names. It is also notintended to limit present invention to a means of selecting a preferredoperator mode. An exemplary embodiment could include a selection devicesuch as a switch on the instrument panel of the vehicle for explicitoperator choice at any given time. Still another embodiment would enablehybrid supervisory control 32 to receive a preferred operator modethrough vehicle communication to a central fleet control center 60. Thisembodiment may be attractive to fleet management to provide lessdiscretion to operators of system 10 to maximize efficiency of a vehiclefleet. A fleet control center 60 could also have knowledge of theintended use, operating locations and planned routes for system 10.

In choosing a specific real time system mode, hybrid supervisory control32 will consider multiple inputs of system 10 status such as a batterystate-of-charge, operator intent using signals such as position of athrottle pedal and the selected operator mode. Those skilled in art willbe aware of key parameters to sense and respond for system control usefor a vehicle. The overlay of preferred operator mode selection willmore directly influence choice, sequence and timing of consumption ofstored energy through selection of real time system mode particularlyconsidering special job-site functions intended for system 10. Theexemplary embodiments herein will directly enable mobility energymanagement and job-site control behavior.

The hybrid supervisory control 32 will have software and acquire realtime data to enable an approximate calculation of total weight of thevehicle, passengers, cargo and potentially trailer, commonly referred toas gross combined weight (GCW). This calculation would consider factorssuch as, but not exclusive to, actual unloaded vehicle weight, fuellevel in on-vehicle tank(s) used by first prime mover 14 and one or morecurrent cycles of experience with energy consumption versus vehicleperformance. Vehicle performance may be observed during positiveacceleration, constant velocity and negative acceleration (braking).Special emphasis would be placed on performance at low speeds such asinitial vehicle launch to minimize other effects such as aerodynamicdrag that create a larger uncertainly factor at higher speeds. The useof this calculated GCW for a particular drive cycle will enable adaptivecontrol by hybrid supervisory control 32 to meet performance orefficiency expectations and better approximations of vehicle rangeconsidering current levels of stored energy. Without such GCW knowledgeor approximations a greater error of anticipated system 10 mobilityrange or a less effective control by hybrid supervisory control 32 forperformance and efficiency would result.

Over extended periods of time, the system 10 may capture and log certainoperating data for further analysis. Log battery data serves the purposeof predicting useful subsystem life in system 10 and suitability for asecond use and thus a residual value. The expense of on-vehicle energysource 38 in the embodiment where it is a high-capacity lithium ion orsimilar battery pack makes knowledge of its specific duty cycle insystem 10 of special interest. Further, the exposure of specific batterypacks to various environmental conditions and their charging anddischarging cycles changes their life expectancy to maintain acceptableperformance for a given application. A battery system 38 may be used foron-vehicle energy source 38, would typically have its own batterymanagement system (BMS) as a subsystem to system 10 and in constantcommunication with hybrid supervisory control 32. In an embodiment,system 10 would include an external communication system. These systemshave become more commonplace and are sometimes referred to astelematics. With some frequency, or triggered by some pre-determinedparameter set points, system 10 would transmit specific usage andenvironmental exposure data to a fleet control center 60 for decisionsrelated to continued usage in system 10 or to assess residual value foruse in an alternate application, perhaps a stationary energy storageapplication.

In another embodiment, such battery usage data may be captured locallyto system 10 over extended periods such as in a data logger for laterdownload. Such download may occur at a predefined maintenance interval,planned lifecycle interval or through more random occurrence. A need ispresent to understand useful life of higher cost systems such as highenergy battery packs. The exemplary embodiments can mitigate risk andnot specifically penalize financial calculations for uncertainties thatsuch data and logging could address. Battery packs have been used hereas an example but other embodiments may capture data from additionalsubsystems with similar analytical needs and benefits.

It will be appreciated that the aforementioned method and devices may bemodified to have some components and steps removed, or may haveadditional components and steps added, all of which are deemed to bewithin the spirit of the present disclosure. Even though the presentdisclosure has been described in detail with reference to specificembodiments, it will be appreciated that the various modifications andchanges can be made to these embodiments without departing from thescope of the present disclosure as set forth in the claims. Thespecification and the drawings are to be regarded as an illustrativethought instead of merely restrictive thought.

The invention claimed is:
 1. A plug-in hybrid electric vehicle systemcomprising: an internal combustion engine; an integrated propulsiondevice that receives input from the internal combustion engine, theintegrated propulsion device including a first electric machine and asecond electric machine; an output for providing power to an outputshaft; and at least one of an interlock and an export power conditioner.2. The vehicle as claimed in claim 1, further comprising a driverselectable drive mode module for allowing a driver to directly choose orbias the selection of a real time driving mode.
 3. The vehicle asclaimed in claim 1, further comprising an exportable power generationsystem.
 4. The vehicle as claimed in claim 1, further comprising a loadsensing adaptive control.
 5. The vehicle as claimed in claim 1, furthercomprising a data logging system for gathering battery usage andoperating environment conditions over time data.
 6. The vehicle asclaimed in claim 1, further comprising an auxiliary equipment drivesystem.
 7. The vehicle as claimed in claim 1, further comprising anaccessory that is operable to be driven by a power take-off.
 8. Thevehicle as claimed in claim 1, further comprising a hybrid control thatis in communication with the internal combustion engine and theintegrated propulsion device for controlling the delivery of power tothe output shaft.
 9. The vehicle as claimed in claim 1, furthercomprising a continuous energy source that is external to the vehicle,the continuous energy source is connected to the vehicle via a connectorand permits the vehicle to operate for extended periods.
 10. The vehicleas claimed in claim 1, further comprising a gear reducer.
 11. Thevehicle as claimed in claim 1, wherein the interlock is in communicationwith a control member, the interlock being operable to prevent thevehicle from moving while it is connected to an energy source.
 12. Thevehicle as claimed in claim 1, wherein the export power conditionerpermits the vehicle to export power external the vehicle.
 13. A plug-inhybrid electric vehicle system comprising: an internal combustionengine; an integrated propulsion device that receives input from theinternal combustion engine, the integrated propulsion device including afirst electric machine and a second electric machine; an output forproviding power to an output shaft; and an interlock that is incommunication with a control member, wherein the interlock is operableto prevent the vehicle from moving while it is connected to an energysource.
 14. The vehicle as claimed in claim 13, further comprising adriver selectable drive mode module for allowing a driver to directlychoose or bias the selection of the real time driving mode.
 15. Thevehicle as claimed in claim 13, further comprising an exportable powergeneration system.
 16. The vehicle as claimed in claim 13, furthercomprising a load sensing adaptive control.
 17. A plug-in hybridelectric vehicle system comprising: an internal combustion engine; anintegrated propulsion device that receives input from the internalcombustion engine, the integrated propulsion device including a firstelectric machine and a second electric machine; an output for providingpower to an output shaft; and an export power conditioner that permitsthe vehicle to export power external the vehicle.
 18. The vehicle asclaimed in claim 17, further comprising a driver selectable drive modemodule for allowing a driver to directly choose or bias the selection ofa real time driving mode.
 19. The vehicle as claimed in claim 17,further comprising an exportable power generation system.
 20. Thevehicle as claimed in claim 17, further comprising a load sensingadaptive control.